Circuit system for electric brakes



(No Model.) A 3 Sheets-Sheet 1. G. F. CARD.

CIRCUIT SYSTEM FOR ELECTRIC BRAKES.

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GIRGUIT SYSTEM FOR BLEGTRIG BRAKES.. N o. 372,598.

Patented Nov. 1, 1'88'7.

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CIRCUIT SYSTEM FOR ELECTRIC BRAKES. No. 372,598.

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IlNiTen STATES PATENT Orricno GEORGE F. CARD, OF COVINGTON, KENTUCKY, ASSIGNOE TO HENRY K. LINDSEY, OF CINCINNATI, OHIO.

CIRCUIT SYSTEM FOR ELECTRIC BRAKES.

SPECIFICATION forming part of Letters Patent No. 372,598, dated November 1, 1887.

Serial No. 224,591. {No model.)

T0 aZZ whom, it may concern:

Be it known that I, GEORGE F. CARD, of Covington, Kenton county, Kentucky, have invented a new and useful Circuit System for Electric Brakes, of which the following is a speeication.

My present is one of a series of inventions such as described in patents granted to me, (for example, patents numbered, respectively, 334,637, January 19, 1886; 357,976, February 15, 18875351576, February 15, 1887, 357,760, February v15, 1887, to which reference may be made for spec-idc description of details appropriate to the present device, notably to Patent No. 357,576, February l5, 1887, for details of the brake-magnet, and to No. 357,760, February 15, 1887,l`or details ofthe automatic rheostat for train changes. As stated in one of said applications', my said inventions belong to the class of train-regulating devices in which a series of electro-magnetsin a metallic circuit coterminous with the train (or with so much of it as it may for the time being be desired to include in the brake-circuit) and under control of an officer thereofis employed to y liberate for action the system of brakechain windlasses commonly employed to utilize the trains own momentum to retard or stop it.

Vhile applicable to all railway-trains, my invention is more particularly designed for and is here represented for use on freighttrains.

Description of the device in its special adaptation for passenger-trains is reserved for a subsequent application.

Vhile the expressions rear 7 earand caboese,77 as employed in this specication,\vill generally mean the car at the rear extremity of the train, it will not of necessity mean other than that car which for the time being contains the train-battery and switch board, and Which may occasionally have one or more cars attached to the rear of it. Such cars may be either included in or omitted from the brakecircuit, as fully explained in my said Patent No. 357,976, February 15, 1887.

llIy present application, in common with my aforesaid Patent No. 357,760, February 15, 1887, comprises the 'following features, to Wit: first, a normally closed metallic circuit Whose couplings between `the several component vehicles of the train are such as when joined to present insulated conduits for the outgoing and the returning currents, respectively, and such as when separated to automatically complete the circuit at the point of rupture on each separated portion; second, said circuit further includes two distinct storage-batteries, whose electro-motive forces are opposite and (in the normal condition of the circuit) are equal and consequently inert; third, a provision on each vehicle included in the circuit of a suitable electro-magnetic apparatus-for example, such as described in patentNo 357,576,February l5,ISST-adapted to dominate the brake mechanism proper of such vehicle; fourth, a provision near each battery of a resistance-box or rheostat that automatically accomodates itself to train changes, so as to maintain a uniform current force Whatever be the number of brakes added to or taken from the circuit.

As in my aforesaid patent, current is initiated and brake action reached by a disturbance of the normal equilibrium; but in my present system the current force heretofore expended in resistance-coils is made to traverse one or more cells of the (for the time being) diminished battery, whose internal resistances and counter electromotive forces are thereby utilized as resistances, while the dominant current is utilized to recharge the cells of the diminished battery thus traversed by it. Vit-h this object in view each battery is made to consist ofa given number ofcells, which are coupled up in series and have loopconnections with corresponding plates ofthe switch-board. The batteries being-in opposition and of equal electro-motive force, it follows that so long as each has the same number of cells in series no current-flow is possible; but should one or more cells of one battery be cut out of circuit current immediately flows from the other battery through the remaining cells ofthe thus-weakened battery, which cells, as already stated,

will be thus utilized for resistances, and While so acting Will become recharged.

In the practical use of my present system it is expected that by far the greater portion of the general braking will be done by the engine- The mechanism hereinafter described enables a predetermined number of cells of each battery to be placed normally out of circuit. With the mechanism so arranged the momentary cutting into circuit of one or moresuch cells of one battery will, by producing current-How in reverse to that which caused brake action, operate to disperse the residual magnetism and cause a prompt release ofthe brakes.

In the accompanying drawings, Figure 1 is adiagrammatic representation or' a circuit system embodying my present improvement, the apparatus being shown in its normal or inactive condition. Figs. 2 and 3 represent two conditions of the switch-arm, hereinafter explained. Fig. 4 represents the engine-mans battery and its accompanying switchboard. Fig. 5 is a diagrammatic representation of my brake circuit .and of an associated signalingcircuit, both circuits beingrepresentcd in their normal or inactive condition. Fig. 6 is a diagram showing the signal-circuit employed to send a message from front to rear of the train. Fig. 7 is a diagram showing both circuits automatically set in operation on both portions of a ruptured train.

'Ihe small circles 1 2 3 4 5 may indicate the locations in the circuit of the electromagnetic mechanism of as many vehicle trucks included in a circuit whose line-wires are represented by dotted lines 6.

a. b may represent automatic rheostats identical in form and function to those described in my Patent No. 357,760, February 15, 1887.

Located,respectively, upon the eaboose and the locomotive are two similar storage-bat teries,'a b, eachcomposed of the same number of cells connected in series. The said batteries are so placed in the circuit 6 as to present their poles of same sense in opposition, so that when each battery has the same number of cells included in circuit, as represented in Fig. 1, the two sets of electro-motive forces are in equilibrium, and there is no currentflow. In the drawings the consecutive cells of each battery are marked by Roman ordinals I, II, III, IV, V, VI, VII, and VIII, arranged inthe direction of the electromotive force.

Associated with the batteries a and b, respectively, are switch mechanisms a'and b, of which each comprises a switch-board, 8, and al switch-arm, 9, and, concentric with said arms center of oscillation, a series of relatively-insulated contact-plates, A, B, C, D, E, F, G, and H, whosernumber is preferably that of the battery-cells, as here shown. Ade- Y H', respectively. p i

the positive pole of the battery with plate A.

quate contact between the switch-arm 9 and the respective plates of the switch-board is secured by any suitableineans, such as a springslide, g, similar to that in my Patent No. 357,760, February 15, 1887, and a wire brush, 12, which is held against the faces of the plates by a spring, 13. Each battery has, preferably, as many extraneous wires as cells, which wires arehereindicated at A,B, C', D', E', F', G', and Of these wires A connects Wires B, GI', D', E', F', and G connect the several cell-couplings with plates B, C, D, E, F, and G, respectively. Wire H connects the negative pole of the battery with plate H. The blind coupling 10 between cells VI and VII` having no direct communication with any contact-plate, it follows that a shift of switch-arm 9 from plate B to plate C operates to cutout of circuit two cells at once for effective initiation of the brake action.

The group of electro-magnetic brakeoperating instrumentalities upon the caboose (shown to the left in Fig. 1) and the corresponding group of instruxnentalities upon the engine (shown in Fig. 4 and to the right in Fig. 1) may be spoken of as distinct entities, and will in this specilication be respectively` known as organisms Zand Z. All the wire-connections have insulatingcoverings, and when they occur in groups, as is the case between the switchboard and battery and at the couplingsbetween the consecutive vehicles, they are additionally protected by being inclosed in rubber tubes.

It will be the duty of those in charge of a train furnished with the above-described system to have the two batteries normally in equilibrium. This will be accomplished by the engine-man and the train-man habituallyA on plate -A or both on plate B. The preferred normal position is shown in Fig. 1-nainely, with each switch-arm on contact-plate B of its respective switchboard, because this position leaves in each battery a cell (cut outvof circuit) v in reserve for momentary reversal of current for prompt obliteration of residual magnetism after terminating brake action, in order to secure liberation of the brakes the instant that their service is no longer required.

The operation of my said electro-magneticbrake system is as follows: The train beingin motion and both switcharms beingin contact with two predetermined similar plates-say plates B, as in Fig. 1-le-t it be supposed that the engine-man desires to prepare for brake action. Hisfirst act will be to shift his brakearm from plate B to plate C. -This action reduces by two the number of cells in` battery b included in circuit, and gives a sufficient preponderance of electro-motive i'orce to bat tery a to initiate a current whose magnetizing energy just serves to quickly take up the slack of the brake-windlass chain. Further advance now of the switch-arm-say 4to plate D or plate Eproduees instantly a moderate brake IIO action. Still further advance-as, for example, to plate G, as represented in Fig. 4-produces a very powerful brake action. For securing a very sudden halt, a movement ofthe switch-arm tothe extreme right-hand plaie H, by cutting all the cells ot' battery b out of eireuit, liberates a current whose effect is to bring the brakes to bear with their utmost promptitude and stress. Finally, the condition ott brakes7 is obtained by retraction of the same switch-arm to plate A, followed immediately by its advance to plate B. rllhe effect of this double movement is to iirst generate a momentary reverse current that dissipates the magnetism, and then to stop currentiiow altogether, thus restoringthe brake mechanism to its inert condition. ln all of these aetions the cells,which are for the ti me being retained in circuit in the weaker battery,become the theater cfa retlneut current, which ofcourse operates for the moment to reverse the electrolytic action in those cells and to rechargethem at the expense of battery c.

As it will be thelocoinotive switch mechanism b, operating to liberate current oi' battery a, that will be most frequently used for braking purposes, the el't'ect will be to maintain battery I) in constant efficiency and to make it possible to have that battery comparatively quite small and compact and securely incased in a position on the locomotive where it will seldom require to be inspected, replenished, or disturbed for any purpose. On the other hand, the cells ot' battery a may be relatively eapacious and may be accessible for su fficiently frequent replacement of spent cells by freshly charged ones. The counter electro-motive forces of the cells in circuit in the weaker battery operate as resistances, and supersede the necessity which would otherwise arise for resistance-coils or other specially-provided resistances, in which a portion of the force of the dominant battery would expend itself, without serving the added useful purpose above stated of maintaining` the efficiency of the reversed battery.

If on placing freshly-charged cells in battery a its potential should exceed that of battery I), the tendency to equilibrium will cause a gentle overflow ot' current from battery a, which, while not of suii'icient activity to affect the brake mechanism, will continue unt-il both batteries are of equal potentiality, whereupon electrolytic action will wholly cease. It' on such replenishment of battery a both switcharms be simultaneously moved to the extreme left, as in Fig. 3, all the cells oi battery b will share in the above process of restoration to uniform potentiality, which having been accomplished, both arms may be replaced in the normal position shown in Fig. 1.

Itis manifestly desirable that a train having the above-described means for both discretional and automatic braking should contain an instrumentality whereby audible signals may be Sent from either extremity of the train to the other, and whereby also prompt and audible alarm or warning may bc given at each extremity of any accidental separation of the train. For the above objects there may be applied to such a train a light metallic circuit, 17, independent ot' the brake-circuit.

Located at each extremity of' the train (say on the caboose and th e loco motive. respectively) is a small storage-battery, 16 16", the two batteries being ot' like potential or electro-motive force, and so connected by the lines 17 as to place their said forces in opposition-that is to say, positive being presented to positive and negative to negative pole ofthe respective batteries, so that, as in the case of my brake system, the two battery-forces are normally in equilibrium and without current-dow.

Near each such signal-battery is a magneto bell or sounder, 1S" 18", which, in event of accidental rupture of the train, both ring noisily and continuously each on its own fragment of the train until stopped by the attendantthereupon. Accompanying cach sounder is a key or push-button, 19 19, which enables o'tlicers on the respective ends of au unbroken train to give and exchange signals.

A reference to Figs. 4. 5, 6, and 7 shows that a depression of the push-button-say button 19h-at one end ot` thetrain, as in Fig. (i, cuts out the bell and battery at that end, and, by liberating the current ot' the distant battery, operates to sound its bell. The pivoted attachment 20 ot' each key permits thc attendant to shift it to the position shown by dotted lines in Fig; 4, and by thus breaking the circuit to secure on a separated portion ot' the train the same inactivity ofthe sounder as resulted Yfrom the condition of equilibrium on the unbroken train. Furthermore, the alarmcircuit 17 is, like the brake-circuit, so coupled up from carto ear as to automatically bring the outgoing and the returning conductors in contact in each portion of a severed coupling, as shown in Fig. 7, and by thus creating an independent closed circuit on each severed portion of the train to bring each sounder automatically into activity and continue the same until stopped by the person in charge by a lateral deliectiou of the push-button 19", as already stated.

The circuits may be coupled between consecutive vehicles of the train by means of any suitable spring terminals, as diagrammatically represented by dotted lines in Figs. 5 and 7.

The group of electro-magnetic signaling or alarm instrumcntalitics 16 18a 191L upon the caboose (seen to the left of Figs. 5, 6, and 7) and the identically similar group of instrumentalities 16b .1Sb 19" upon the engine (seen to the right in Figs. 5, 6, and 7, and partially in Fig. 4) may be spoken of as distinct entities, and in this specification will be respectively known as the organisms Y and Y.

I claim, in an electric circuit for operating the brake mechanism of railway-trains- 1. rlhe combination of two relatively distant and antagonized sources of electricity normally in equilibrium, each source compris- TIO ing several elements united in series andeach having means -for cutting out one or more of its said elements, whereby the remaining elements are converted into a conduit for coun- .ter-current from the other source, to(y which they discharge the function of resistances and by which they are re-enforced, substantially as and for the purposes set forth. l

2. The Icombination of two multicelled stoiage-batteries having their poles of like sign permanently in opposition and a vswitch-for eachbattery, whereby one or more of its cells may be consecutively cut in or out of circuit, substantiall y as set forth. Y

3. In combination with means ou each vehicle of a train for electrical communication with each other and with the brake-magnets, and in circuitthereof, the following devices, to Wit: two storage-batteries at remote extremities of the circuit, whose poles of same sense are permanently in opposition, and of which each battery has the same number of cells, a

switch, and connections connecting said cellsv in series and having separated communicau tions with said switch, whereby the officer in charge of either battery can cut one or more cells thereof either into or out of circuit, substantially as and for the purposes set forth.

4. A closed metallic brake-circuit coextensive with a railway-train, having at or near its respective extremities two series storagebatteries, a b, of mutually-opposed and normally-equal potentials` and of which each battery has its several cell-couplings, a series of contact-plates for each battery, the several plates of which series are connected, respectively, with said couplings, and a shiftable contact or switch-arm, and the terminal plate of said series electrically connected, respectively, with the outgoing and the returning portions of the circuit, as and for the purposes set forth.

5. The two structurally-identical organisms l Z Z at remote points of a circuit, each conssting of a storage-battery, a, or b, couplings 10, connecting the cells of said battery in series, a shiftablc contact, 9, connecting with one branch of the circuit, a series of insulated contactplates arranged concentrically aboutthe axis of contact 9 and having individual connections with the respective cell-conplings 10, and the terminal plate of said series havf ing communication with the outer branch of said circuit, substantially as and for the pur! 

